Introduction to Local Control
Tower, better known as the Local Controller, is responsible for the active runway surfaces at the airport. Tower clears aircraft to take off or land and ensures that the active runway is clear for these aircraft. The TWR controller must also keep open the lines of communication witht he active ground controller. TWR must keep GND informed of which runways are currently active, and inform them of traffic that will be entering the taxiways. Likewise the GND controller must coordinate with TWR for allowing aircraft to cross any and all active runways and for proper seqencing of departing aircraft.
Runway Selection
Normally Tower selects the runway in use for thier airport. Most, but not all, of our facilities have a designated "calm wind" runway configuration that is used when the winds are reported locally at less than 5kts. When the local winds are greater than 5kts, the Tower controller will make an active runway selection based on which runway is best aligned with the current wind direction. Other factors that must be considered regardless of the winds, are an aircraft's ability to land on the selected runway. Heavy aircraft requiring a lengthy runway may be assigned to that airports longest runway despite current wind conditions for safety reasons.
Calm Wind Runways (ZJX)
KJAX 07
KDAB 07L
KSAV 09
KTLH 18
KCAE 11
KMCO 18R, 17R, and 17L
KPNS 17
Wake Turbulance
Wake Turbulance is generated by the passage of an aircraft through the atmosphere. Generally speaking, the heavier the aircraft, the more wake turbulance it will create. This term also refers to jet blast, jet wash, propeller wash and rotor wash both on the ground and in the air, since aircraft can encounter wake turbulance on the ground as well as when airborne. Due to the great effects produced by such commercial programs as ActiveSky, VATSIM pilots can and will encounter wake turbulance and its effects while flying on the network. Therefore it is espcially important to be aware of this and the procedures used to help pilots avoid its effects.
For the purpose of Wake Turbulance Separation, aircraft are classified as Heavy, Large, or Small.
- Heavy aircraft are capable of takeoff weights of 255,000 pounds or more. Some examples are the 747, 767, DC10, A-300, C-5 etc...
- Large aircraft are capable of takeoff weights of more than 41,000 pounds but less than 255,000 pounds.
- Small aircraft are aircraft of 41,000 pounds or less maximum takeoff weight. Most general aviation aircraft are in this catagory.
3 minutes separation required for:
- Small behind Heavy or Large
- Large behind Heavy
- Heavy behind Heavy
2 minutes separation required for:
- Small behind Small
- Large behind Large
Arriving Aircraft
Aircraft arriving at your airfield are always given the local winds and altimeter when granting them landing clearance. This is done even if you have a current ATIS in effect for that field. Additional information may also be required when issueing a landing clearance to an arriving aircraft.
Landing multiple aircraft on a runway using proper sequencing.
"DAL123, winds are calm, altimeter 2992, cleared to land runway 18R, number two for landing, traffic is an American Boeing 767 on two mile final, traffic will depart runway prior to your arrival."
Traffic holding short of the arrival runway.
"AAL123, winds are calm, altimeter 2992, cleared to land runway 07, traffic is a Cessna 172 holding short of the active."
Missed Approach / Go Around Procedures
A pilot on an IFR flight plan making an instrument approach may execute a missed approach if they are unable to safely descend to the runway due to weather or any other factor. Each airport and thier respective runways have different and unique Missed Approach procedures. Have charts on hand while controlling for reference when a pilot declares a missed approach. Below is the more common phraseology used in this circumstance.
"AAL123, copy missed approach, fly runway heading, climb and maintain 4000, contact approach on 123.45"
A pilot on a VFR flight plan or an IFR flight performing a visual approach may initiate a Go Around procedure if they are unable to safely descend to the runway. The controller can also call for this procedure if for example, an aircraft suddenly violates the runway, making a landing unsafe. Proper Go Around procedures are for the VFR aircraft is to have them climb to pattern altitude and enter the closed traffic pattern for that runway. IFR aircraft will again be instructed to perform the Missed Approach procedures for that runway, unless they request to remain in the VFR traffic pattern or cancel thier IFR flight plan.
"Mooney four two niner Romeo, copy go around, climb and maintain one thousand five hundred, and enter left downwind for runway 07, report midfield."
Departure Procedures
Aircraft departing from your airfield are also always given the current local winds and altimeter setting prior to recieving their takeoff clearance. You may also issue any heading instructions provided by the Approach controller or per airport SOP. Orlando International has unique departure procedures in place for noise abatement that we use at ZJX. These are covered in detail in the Orlando ATCT section.
"DAL123, winds are calm, altimeter 3001, cleared for takeoff runway 07, fly runway heading."
"AAL123, winds are calm, altimeter 2992, cleared for takeoff runway 18R, fly heading 190 for noise abatement."
